Motor vehicle power transmission



June 22, 1937. H. F. PATTERSON v MOTOR VEHICLE POWER TRANSMISSION Filed May 11, 1934 3 Shegts-Sheet 1 iTi'l INVENTOR. hie/"Zara 7 7 42 2 6215021.

BY .7 M (1 @za w A TTORNEYS.

June 22, 1937. H, PATTERSON 2,084,592

MOTOR VEHICLE POWER TRANSMISSION Filed May 11, 1934 3 Sheets-Sheet 3 n 2 I 4 29 Ia 5 6'4 5 a 68 7 w 79 J 5 4 3 64'' A TTORNEYS.

Patented June 22, 1937 UNITED STATES PATENT OFFICE MOTOR VEHICLE POWER TRANSLIISSION Herbert F. Patterson, Detroit, Mich., assignor to Chrysler Corporation, Detroit, Mich., a corporation of Delaware Application May 11, 1934, Serial No. 725,222 26 Claims. (01. 74-269 This invention relates to power transmission devices and refers more particularly to improvements in power transmission devices especially adapted for use in connection with motor vetype including the well-known epicyclic or plane- 19 tary transmission gear box. With such planetary transmissions, it is customary to arrange the gearing to provide for the desired number of speed ratios between the engine and vehicle driving ground wheels and such gearing is customarily.

selected and'controlled to obtain the desired driving speed ratio by actuation. of any one of a group of transmission gearing controlling clutches usually consisting of reaction brake bands associated with and controlling the rotation of M corresponding drums or similar elements of the various planetary'gear'trains.

One object of my invention resides in the provision of an improved selector and actuating mechanism for obtaining the several speed ratios 25 provided by the transmission or other speed changing mechanism, the latter preferably being of the planetary gear type although not necessarily limited thereto in'the broader aspects of my-invention.

selectively, adjustable means adapted for movement into operative association with each of the speed ratio controlling devices of the transmission. 'More particularly, according to one em- 35 bodiment of my inventiomfthis common means may be in the form of an adjustable element adapte'dto' be selectively positioned in response to a manually actuated selector controlling device.

operating means and the various transmission speed ratio controlling devices.

A furtherobject of my invention, in the more limited aspects thereof, is to provide a selectively 4,5 adjustable actuating lever preferably adjustable in "response to manual manipulation by the ve-'-' hicle'driver for selectively controlling or establishing an operativeconnection between a suitablepowerpoperating means and the various 5 transmission speed ratiojcontrolling devices.

, Where a planetarygear type of transmission isemployed in connection with my invention,

. .the aforesaid common, actuating element, or lever.

" is adapted to selectively control or operably con- 55'nect a power actuating means selectively with A further object of my invention is to provide operating means the various braking devices for the respective planetary gear trains so as to selectively operate the braking devices in response to manual selection by the motor vehicle driver.

A further object of my invention resides in the provision of improved controlling and actuating mechanism for selecting and manipulating the various'gear trains of a transmission, particularly a planetary type of transmission, whereby improved means is provided responsive to manual control bythe motor vehicle driver for automatically bringing about a complete cycle of gear ratio change.

A further object of my invention resides in th provision of means for utilizing the vehicle driving engine or a part driven therefrom to furnish the necessary power for actuating the several speed ratio controlling devices or braking means in the case of a planetary transmission. This power actuating means is preferably arranged to release the aforesaid speed ratio controlling devices although, if desired, the power means may be arranged to actuate these devices. Where my improved power means is used to release the speed ratio controlling devices as aforesaid, I preferably provide other power means such as a relatively heavy spring or equivalent power means to actuate the various speed ratio controlling devices, the operation of the two power means preferably being under'eontrol of the vehicle driver.

A further object of my invention is to provide an improved preselector arrangement whereby the vehicle driver may manually select for the desired transmission speed .ratio in advance of the speed ratio change, the change in speed ratig preferably occurring, according to this phase of my invention, in response to operation of a further manually'controlled device such as a foot pedal, for example.

A further object of my invention, according to one modified embodiment thereof, is to provide a fluid pressure operating means in. the'place 0f the aforesaid engine power operating means for releasing'or actuating the various transmission speed ratio controlling devices. The fluid pressure medium employed in this embodiment of my invention may be oil under pressure, air under pressure either above or below atmospheric pressure, or other suitable fluids. I prefer, with this form of invention, to provide'thepower adapted for actuation by oil pressure. f p e e i A planetary' type of transmission presents a number of advantages over the more conventional sliding gear types of transmissions, and my in-.

. way of example in lconnection with the aforesaid advantages of the planetary transmission over more conventional, types, it may be noted that the planetary transmission permits gear changes without the necessity of releasing the main clutch between the engine and transmission so as to obtain relatively quick gear changes and faster acceleration of the motor vehicle. That is made possible by reason of the fact that the braking devices associated, With the respective planetary gear trains are, in effect, clutches in that each rotary drum controlling a planetary train is frictionally engaged by its associated braking means.

Further objects and advantages will be apparent from the following detailed description of several illustrative embodiments of the principles of my invention, reference being bad to the accompanying drawings, in which:

Fig. 1 is a side elevational view illustrating my power transmission mechanism as a whole, portions of the transmission and clutch casings being broken away to illustrate the speed ratio gear train controls and main clutch parts respectively.

Fig. 2 is a detail side elevational view partly in cross section illustrating the manual selector device.

Fig. 3 is a sectional elevational view through the transmission illustrating one of the speed ratio controlling devices and parts associated therewith, the section being taken along the line 33 of Fig. 1.

Fig. 4 is a sectional plan view showing the power operating means for the speed ratio controlling devices, thesection being taken along the line 4-4 of Fig. 3.

Fig. 5 is a sectional elevational view illustrating the mechanism shown in Fig. 4, the section being taken along the line 5-5 of Fig. 3.

Fig. 6 is a view corresponding .to Fig. 4 showing the power operated means in another position of its actuation.

Fig. 7 is a detail side elevational view looking along the line 1-1 of Fig. 4, and illustrating the preselector mechanism for the adjustable actuating means.

Fig. 8 is a fragmentary view corresponding to Fig. 5 but illustrating a modified form of my invention, the fluid operated means illustrated therein being shown in somewhat diagrammatic The clutch B may be of any suitable const -5..

tion for controlling the drive between engine A and transmission 0, this clutch being illustrated in Fig. 1 in the form of a fluid type having the usual driving and driven cooperating vane members H and I2 respectively. The driving vane member H is carried by the engineflywheel t3, the latter being connected as usual with the rear end of the engine crank shaft M. The driven vane member [2 is connected at l5 to a flange 58 of a driven shaft H, this shaft having a forward extension l8 piloted in the rear end of the crank shaft 14. I The driven shaft I1 extends rearwardly to drive the power take-.ofi shaft l0 through the intermediary of the various gear trains of transmission C.

Where the engine power is utilized, according to one feature of my invention, to provide power means for operating the speed ratio transmission controlling devices, such drive may be provided by reason of a driving sleeve or hollow shaft 59 mounted on the shaft I! but rotatable independently thereof. The sleeve l9 has a hub 29 keyed or otherwise fixed thereto and the hub. is connected at 2| with the driving vane member ll of the clutch so that even When the driven vane member i2 is not being operated from the driving member H, the sleeve !9 will be rotatably driven with the engine crank shaft l4 and flywheel I3. The operation of the sleeve 59 will be more apparent hereinafter.

I have illustrated a fluid type of clutch B since a clutch of this character has a number of advantages in connection with a transmission of the planetary gear type C. Thus, the fluid type of clutch is desirable in providing-a smooth drive for the vehicle through the planetary transmission, relatively high power driving efliciency, re-

lease of effective drive between the engine and the vehicle driving wheels when the engine is idling and with the transmission manipulated to establish one of its driving gear ratio settings, and other well-known favorable characteristics. I desire to point out that other types of clutches may be employed to control the drive between engine A and transmission C, if desired. For example, the well-known type of friction clutch may be employed and may be manually operated or automatically operated by the well-known commercial type of vacuum clutch releasing mechanism as will be readily understood.

I have illustrated the change speed transmission C as the epicyclic or planetary type, this general form of transmission being well-known in the art, and, as usual, includes a plurality of transmission speed ratio controlling clutches or brakes 22, 23, 24, and .25, these braking devices being respectively adapted to actuate the transmission in its first speed ratio or low gear, second speed ratio or intermediate gear, third speed ratio, and reverse drive.

The typical brake device 24 illustrated in Fig. 3 consists of an outer band 26 which substantially surrounds the drum 21, the band being provided with friction braking material 28 carried by the band and adapted for frictional engagement with drum 21. The band 26 has its ends formed with laterally projecting actuating flanges 29 and 30 positioned adjacent each other, means being pro vided to move the band ends toward each other to contract the band 26 for causing the friction material 28 to brake the rotary drum 21, the band having suflicient inherent resilience to expand away from contact with the drum when the actuating means is relieved at the flanged ends 29 and 3D. In Fig. 3 the third speed ratio braking device 24 is illustrated in its inoperative position whereby the drum 2! is free to rotate through operation of the planetary gear set 3| somewhat actuated by contracting the, band 26, the druni 2.1.

is held against rotation, the driven shaft 10 in such instance being operated throughthe planetary gearing 3| to provide the third speed drive for the motor vehicle.

In order to anchor the band 26 and to substantially equalize the braking forces applied to drum 2'! around the periphery thereof so as to substantially avoid a tendency toward lateral loading of the drum and planetary gearing trans verse to the axis of the drum, I have provided the band with the circumferentially spaced anchoring flanges 32. The flanges 32 are connected through links 33 with the levers 34 pivotally mounted at 35 with the supporting brackets 36 of transmission casing 31, the levers 34 being interlocked at 38 so that movement of one of the flanges 32 will be transmitted through the pivotal levers 34 and the links 33 to the other portion of the band associated with the anchoring device.

The links 33 are thus pivotally connected at their opposite ends respectively with the anchors 32' and levers 34.

The transmission C has an opening lcngitudinally along one side thereof, this opening being closed by a removable casing cover 39 removably secured to the transmission through threaded ends 41 and 48 of an operating oscillatory shaft 49.-

of shaft 49 during the operation of the band.

' scribed.

The operating shaft 49' of the third speed braking device 24 is providedwith a laterally extending actuating lev'er54 havingaslotted outer end for receiving the operating pin 56 carried by the rearwardly extending end of the third speed operating rod 51 hereinafter more clearly de- In operation of the third speed transmission controlling deviceor brake' 24 as thus far described, it will beapparent that when the rod 51 is operated rearwar'dly tocause the pin 56 to swing the lever 54 in a counterclockwise direction as viewed in Fig. ,4, the operating shaft 49 will be givena rotary movement. This rotary movement operates through the oppositely threaded ends of the shaft to causethe nuts 45 and 46- 7 tdmove'inwardly toward each other in their splined openings '43 and 44, respectively, this movement acting through washers 52 and 53 to contract the band ends 29 and 39 wherebythe third speed drum 2lhas its rotation checkedfor I establishing the third speed drive through the transmission. when"-thi rod 51 ismoved forwardly, the: parts controlled thereby operate in the opposite direction and the band 26 is expanded to permit the drum 2'! to again rotate and thereby relieve the drive through the transmission controlling device 24.

*In order to avoid repetition, I have not illustratedlall of the details of the brake operating means associated with the controlling devices 22, 23, and 25, it being understood that this operating means is similar to that described in connection with the controlling device 24 with the exception that the actuatinglevers preferably have relatively differ nt lengths in order to position the operating rods associated therewith in horizontal or lateral alignment. Thus, the controlling devices 22, 23, and 25 have operating shaft 49*, 49 and 49 respectively, these shafts having operating levers54, 54 and 54 corresponding to the lever 54 of shaft 49 associated with the third speed controlling device 24. Likewise the aforesaid controlling devices have their respective levers adapted for operation by the operating rods 51, 51 and 51, these rods being respectively slidably supported in guides 58, 59, and carried by the transmission cover 39 through inwardly extending brackets 6t, 62, and 63.

It will be noted that the rods for operating the aforesaid levers extend forwardly in substantially the same horizontal plane, the rods being slidable through a casing 64 projecting inwardly from the transmission cover, 39. The casing 64 has a plurality of forwardlyextending cylindrical openings 65 spaced inwardly of cover 39 for receiving the forwardly extending ends of the rods 51, 51, 51

and 51 These rods have cylindrical terminal portions 66, 61, 68 and 69, respectively, these terminal cylinders being guided for sliding action in the forwardly opening cylindrical guides 19.

Within each opening 65, and surrounding each of 1 the aforesaid rods is a spring H acting on the terminal portions of the respective rods for urging these rods forwardly so as to normally release the various braking devices. Secured to each of the rods is a collar 5! engageable with casing 64 to limit forward movement ofv the rods and to thereby limit'expansion of the brake bands 26 operably connected to the respective rods.

The forward face ofcasing 64, as will be best seen in Figs. 3 and 4, is provided with oppositely beveled guides 12 whereby, as will be presently apparent, the operating element for contact with the terminalportions of the operating rods will be guided for selective contact with the terminal portions. The forward face ofthe casing 64 is provided with a flattened portion 13 intermediate the rodterminals 6'! and 69, this portion I3 constituting the neutral portion of the casing 64 so that when the actuating element is engaged therewith the transmission will be'in its neutral setting so that no drive will be transmitted therethrough to the take-off shaft Hi.

I will next describe the common operatingmeans or actuating element which is adapted for selective contact under manual control with the various rod ends 66,61, 68 and 69and also with the neutral face 13 for respectively operating the speed ratio controlling devices 22, 23, 24, and 25' and also for establishing'a neutral: condition in the transmission. i

Referring now to Figs. '3, 4, and 5, the forward portion of cover 39 is provided with ailongitudinally extending bearing I4 receiving a rocking shaft 15. This shaft is fixed against longitudinal movement by a rear flange l6 engageable with bearing." and a forward lever hub 11 which, as

vversely thereof is a pin"80.

cillatory support on, pin80 is the aforementioned best seen in Fig. 7, is secured to shaft I5 by a pin I8. The hub H has a lever I9 projecting laterally therefrom for selectively oscillating shaft I5 as will be presently apparent. Fixed to the rearend of shaft I5 and extending trans- Mounted for oscommon actuating means and in the present form of my invention this means comprises a lever D provided with trunnions 8| rockingly supported by the pin 80.

The lever D has an upwardly extending operating end 82 adapted for selective registration with the aforesaid forward terminals or ends 66, 61, 68, and 69 and also with the neutral face I3 when the lever is selectively rotated on the pivotal shaft I5 by means of selective adjustment of lever I9. As will also be presently apparent, the lever D in any of its positions of selective adjustment (with the exception of the neutral position thereof) is adapted for swinging movement on the pin 80 so as to operate the lever end 82 rearwardly for rearward movement of the operating rods 51, 51 51 and 57.

I will next describe the manual controlling means adapted for operation by the vehicle driver for selectively adjusting the actuating lever D in the aforesaid positions. This manually controlled selector means is best illustrated in Figs. 1, 2, and 7 and comprises a stationary selector segment 83 conveniently positioned for access by the vehicle driver. Thus, the selector segment may be suitably clamped by a bracket 04 to the usual steering post 85 carrying the vehicle steering wheel 86, the selector segment 83 pivotally supporting a selector arm or lever 81 by a pivot 88. The selector arm has an arm portion 89 thereof to which is pivotally connected at 90 a suitable linkage herein illustrated as a Bowden wire mechanism 9I. This mechanism extends for connection at 92 with a vertically reciprocating rod 93 slidable in guides 94 projecting forwardly from the transmission cover 39.

Referring to Fig. 7, the shaft 93 is formed with spaced flanges or abutments 95 and 96 respectively seating the cups9'I and 98. Each of these cups is formed with openings 99 slidably receiving the lateral flanges I00 of the respective companion cups IOI and I02 slidable on the reduced shaft portion I03. Surrounding shaft portion I03 are a pair of preloaded springs I04 and I05 respectively urging separation of the companion cups 91, IN, 98 and I02, the separating movement of the companion cups being limited by the flanges I00 carried by the inner cup members as aforesaid. The springs I04 and 005 are under an initial compression and the inner cup members NH and I02 receive therebetween the laterally extending lever I9, this lever being provided with an opening I06 for receiving the shaft portion I03, the opening having sufficient clearance with the shaft portion so as to permit .the swinging movement of the lever without binding.

By reason of the selector mechanism illustrated in Fig. 7, it is possible to selectively adjust the shaft 93 to yieldingly urge the lever I9 to a corresponding position of adjustment but in advance of adjusting movement of the lever. Thus. in Figs. 1 and '7 the lever 81 is illustrated in its position of engagement forneutral, ai'd when the selector arm 81 is adjusted to another position, one of the springs I04, I05 may be further compressed depending on the direction of movement of shaft 93.

Returning for the moment to Figs. 1 and 2 it will be noted that the selector segment 83'is provided with an arcuate flange I01, the flange being provided with a series of arcuately spaced stops or notches I08, I09, IIO, III and H2 adapted to selectively receive the selector arm 81, the selector arm having a slight springing movement to permit this adjustment and also to yieldingly hold the selector arm in engagement with the desired notch against accidentaldisplacement therefrom. The aforesaid notches in the order mentioned and when engaged by the selector arm 81 are adapted to manipulate the transmission C into its speed ratio settings respectively for first or low speed, second speed, third speed, reverse, and neutral.

Let it be presumed that the selector arm 8? is adjusted from engagement with the neutral notch changes in the transmission speed ratio are not.

adapted to automatically respond to movement of the selector arm 81, the actuating lever D being held in any of its positions of selective adjustment until the motor vehicle operator actuates a further manually controlled means as will be presently apparent.

Therefore. in the assumed illustration, when the selector arm 87 is moved from neutral notch H2 into engagement with the first speed notch I98, the lever I9 will not thereby respond to the upward adjustment of shaft 93. This movement of shaft 93 serves to additionally load spring I05 causing the inner cup I02 to urge lever I9 upwardly as viewed in Fig. 7, the initial compression on spring I04 being materially relieved so that when the resistance to movement of lever I9 is relieved, the lever I9 will be moved upwardly until the springs I04 and I05 are balanced. In this manner the lever 19 is adjusted an amount corresponding to movement of the shaft 93 and the latter shaft may be adjusted prior to the response of movement therefrom of the lever I9.

Similarly, when the shaft 93 is adjusted downwardly by reason of a clockwise movement of the selector arm 81 as viewed in Fig. 1, the spring I04 is compressed and the spring I05 is relieved so as to urge the lever' I9 downwardly an amount corresponding to the movement of the adjusting rod 93.

I will next describe the power operating means for loading the actuating lever D in its operation for selectively actuating the various transmission speed ratio controlling devices 22, 23, 24, and 25, This power operating means, in the present embodiment of my invention, comprises a relatively strong spring II3 which surrounds a sleeve II4, the sleeve in turn receiving a fixed shaft I I5. The shaft is mounted between supports H6 and III provided by the longitudinally spaced walls of the cover 39. The rear end of spring I I3 acts against an abutment H8 and the forward end of the spring acts against a sliding sleeve or collar II9 which is freely slidable along the shaft H5. The collar H9 is provided with a groove H9 for receiving the yoked lever end I20, the purpose of which will be presently apparent, this lever end in turn acting against the downwardly extending lever arm I2I which is a part of the actuating lever D.

The lever arm I2I is formed with an arcuate slot I22 curved about the pivot shaft 15, the shaft positions of adjustment of the lever D. The i radial dimension of the 'slot I22 is also sufficient to accommodate the swinging movement of lever D about the pin 80 without producing a binding action between the lever and the shaft H5.

In operation of the foregoing power means, it will be apparent that when the adjusting lever D is positioned under-control of the manually operated selector mechanism into engagement with any of the aforesaid rod ends 66, 61, 68 and 69, the spring H3, under control as will be presently apparent, will actto move the collar II9 along shaft H5 so as to swing the lever arm I2I in a clockwise direction about the pivot pin 80 as viewed in Fig. 5, thereby causing the lever end 82 to move inwardly to actuate one of the transmission controlling devices. It will furthermore be apparent that when the spring H3 is operating as aforesaid to actuate one of the transmission controlling devices, the adjusting lever D will not respond to selective adjustment by manipulation of the selector arm 81 without first relieving the spring H3. In other words, the adjusting I2I to follow the rearward movement of collar The spring I23 acts between a fixed flange I23 and a cup I23 slidable along shaft H5, the cup bearing against the lever arm I2I. The forward end of a key I23 limits rearward movement of cup I23 and prevents tendency of the opposing springs I23 and H3 to bind lever arm I2I against adjustable swinging movement when the load of spring H3 is removed from the lever end I2I according to the Fig. 5 position of these parts.

The key I23 projects outwardly from shaft H5,

collar I I9 having a key slot I23 receiving key I23. When spring H3 expands, the collar H9 and lever arm I2I, move forwardly of shaft H5 as will ,be presently apparent.

I will next describe the construction and operation of the power operating means for releasing the spring I I3 and thus for releasing the vari-.

.ous transmission speed ratio controlling devices 22, 23, 24, and 25. Referring particularly to Figs. 1, 4, 5, and 6, the aforesaid sleeve or ,hollow shaft I9 extends rearwardly and is formed with an annular clutching member I24 adapted for clutching engagement with a cooperating clutching element or coll'ar I25, the latter carrying the friction clutching material I26 engageable with theclutching element I24. The collar I25 is splined at I21 to receive a sleeve I28, this sleeve having internal threads I29 of relatively great pitch engaging corresponding threads I30 formed exteriorly on a fixed sleeve I3I. The sleeve I3I rotatably receives the shaft I1 which extends rearwardly therethrough to operate the various planetary gear trains of the transmission. The sleeve I3I has a forward annular shoulder I32 adapted to limitforward movement of sleeve I28 and the sleeve I3I has a rear annular flange I33 which, as best seen in Fig. 5; is formed with an upwardly extending bracket portion I34 fixed by a suitable fastener I35 to adepending arm I36 carried by the transmission casing.

In order to move the collar I25 into clutching engagement with the clutch element I 24, I have provided a suitable manually controlled mechanism, which, in the present-embodiment of my invention, comprises a pedal I31 illustrated in Fig. 1 as being located for convenient manipulation by the foot of the vehicle driver. The pedal I31 is pivotally supported at I38 and has a downwardly extending lever arm I39 pivotally connected at I40 to actuate a rod I which extends rearwardly for pivotal connection at I42 with a lever I43. This lever is pivotally mounted at I44 and is provided with an inwardly extending yoke I 45 operating in the annular groove I46 of the collar I25.

It will be apparent that when the vehicle operator depresses the pedal I31, the lever motion is transmitted to the yoke I45 so as to move 4 the clutching material I26 into clutching engagement with the clutch element I24 and thereby operably connect the clutch members I24 and I25 so as to drive the latter from the engine. When the pedal I31'is released, a suitable spring I41 will operate to return the pedal to its normal position as determined by the adjustable stop I48.

The sleeve I28 is provided with an annular groove I49 best shown in Fig. 5 as receiving the inwardly extending yoke portion I 50 of a lever arm I5I pivotally mounted at I52 to a bracket structure I53 which projects rearwardly from the transmission casing. The lever arm I 5I is formed with a second lever portion I54 which is formed with the aforesaid yoked lever end I20 operating in groove H9 of collar H8.

In operation of the power operated releasing means, it will be noted that in Fig. 6 the lever D is operating under expansion of spring H3 to actuate the third speed controlling device 24, through compression of spring 1I associated with rod 51. It will also be noted that in Fig. 6 the expansion of spring H3 has moved lever I54 on its pivot I52 so as to cause the lever yoke I50 to act on the sleeve I28 and move this sleeve rearwardly on the threads I29, I30, into the Fig. 6

position.

When the selector arm 81 is manipulated. to change the transmission from the third speed drive to some other condition of control, it will be apparent that the lever 19 cannot act to adjust the lever D until the lever D is swung on the pivot pin 80 to retract the lever end 82 away from contact with the opening '65 of the third speed rod 51.

In order to produce this releasing action of the adjustable lever D, the operator depresses the pedal I31 to drivingly connect the clutch members I24 and I25 as aforesaid, whereupon the sleeve I28 will be rotated. Rotation of the sleeve I28 will cause the sleeve to move on the threads of sleeve I33 from the Fig. 6 position into the Fig. 4 position, the splines I21 accommodating such movement, whereupon the lever arm 82 of the lever D will be swung sufficiently to clear the forward face of bracket 64 and under such conditions the lever 'D will immediately respond to the preselected adjustment of the shaft 93 so as to align the lever end 82 with another of the terminal portions of the rods 51, 51", 51 or 51. When this action has taken place the operator releases the pedal I31, and in the event that the pedal is held in a depressed condition longer than the time necessary for completion of the for ward movement of sleeve I28, the clutch parts I24 and I25 will relatively slip. The operator will soon become accustomed to the period of time necessary for releasing actionof the adjustable lever D, such time being very brief and requiring only a momentary tripping of the pedal I31.

With the sleeve I28 in the forward position, and on release of pedal I31, it being further presumed that the lever end 82 of lever D is aligned with one of the aforesaid terminal rod portions, the spring II3 will swing the lever D in its operating movement and simultaneously therewith the spring actuated collar I I9 will act on the lever end I29 to restore the sleeve I28 from the Fig. 4 position back to the Fig. 6 position ready for further operation under engine power when the pedal I3! is again actuated.

In Fig. 4 the end 82 of lever D is illustrated in engagement with the neutral face I3 so as to correspond with the setting of the selector arm 81 illustrated in Fig. 1, it being apparent that under such conditions the spring H3 cannot act to expand but will be held in the compressed condition. When the vehicle driver adjusts the selector arm 81 from the neutral notch H2 into engagement with the firstspeed notch I188 by way of example, the lever D will correspondingly move into contact with the first speed terminal portion 5! of rod 5'! at such time as the vehicle operator depresses the pedal I31. vWhen the pedal is depressed, the sleeve I28 has a small amount of movement in taking up the clearance indicated at I56 between flange I32 and the forward end of sleeve I28, this amount of movement being sufiicient to slightly move collar I I 9 rearwardly to unload the lever end 82 from the neutral face I3 and thereby relieve the pressure of engagement of these parts. is thus released, the lever D will immediately adjust itself under the influence of the selector mechanism illustrated in Fig. '7 so as to engage the first speed terminal 61 in the foregoing as sumed illustration.

Briefly reviewing the operation of the power transmission mechanism as a whole, let it be presumed that the transmission is in its neutral setwhereupon he will adjust the selectorarm 81' from the neutral notch I I2 into engagement with the first speed notch I08. Such movement will raise the shaft 93 (see Fig. 7) so as to yieldingly urge the lever I9 to move upwardly but such movement is prevented by reason of the force of spring II3 acting on the adjustable lever D in engagement with the neutral face I3 as best seen in Fig. 4. In order to cause the transmission to shift into the low gear-so as to-actuate the first speed braking device 22, the vehicle operator mo mentarily depresses the pedal I 3! so as to con nect the clutching parts I24 and I25 and the drive is thereupon transmitted to the sleeve I28 to' release the lever D from the neutral face I3 and further compress the spring II3. When the lever D is thus released, it is free to immediately adjust itself into the. position for engaging the first speed terminal portion 61, and on release of the pedal I31 the power operating spring H3 is free to act to actuate the lever D so as to com- 75 press the spring II associated with rod 511, the

When this pressure latter rod being moved rearwardly so as to cause operation of the first speed brake controlling device 22. The transmission will now be driven in the forward low gear.

When it is desired to manipulate the transmission into the second or intermediate gear ratio, the vehicle driver adjusts the selector arm 81 from engagement with the aforesaid first speed notch I08 into engagement with the second speed notch I09, and when the pedal I3? is momentarily depressed to cause the lever I5I to unload the spring II 3,,the lever D will adjust itself into engagement with the second speed terminal 68. Meantime, the first speed controlling device 22 will be released through the influence of the first speed spring Ii associated with rod 51 and also by reason of the inherent resilience in the band 26 associated with the braking device of the first speed and, when pedal I37 is released, the spring I I3 will again swing the lever D. to actuate the second speed controlling device 23 and the motor vehicle will then be driven in the second speed ratio.

Likewise it W111 be readily understood that the third speed brake controlling device may be operated. It will be apparent that it is not necessary to follow a sequence of manipulation Y of the transmission through its various gear ratios. For example, when the transmission 15 in the neutral condition, the operator may move the selector arm 3'! directly from engagement with the neutral notch I I2 into engagement with either the second speed notch I08 or the third speed notch I II}. In either event, when the control pedal I3! is momentarily depressed, the ad justable lever D will respond to engage either the second speed terminal 68 or the third speed terminal 66 as the case may be. Also, it will be readily apparent that the vehicle operator may at any time adjust the transmission into a lower speed ratio condition from any condition of forward drive by simply manipulating the selector arm 8'! into the corresponding notch of the selector segment 83 followed by a momentary depressionof the pedal I 31.

When it is desired to drive the motor vehicle in reverse, the selector-arm 8'! is manipulated into engagement with the reverse notch II I and, when the pedal I3! is depressed, the lever D will be causedt'o engage the terminal 69 of the reverse actuating rod 51 so that on release of pedal I3'I the spring II3 will act through the lever D to operate the reverse controlling device25 and the motor vehicle will then be driven in the reverse direction. v

I Referring now to the modification of my invention illustrated in Fig. 8, I have provided a. somewhat different form of power operating means in place of the clutch elements I24 and I25 of the Fig. 4 embodiment. It should be understood that in Fig. 8 the power transmission system is, for the most part, identical with that previously described, although in order to avoid undue duplication I have illustrated only a part of the mechanism as will be readily understood. Where the parts of Fig. 8 as illustrated are duplicated from the mechanism previously described, I have used similar reference characters and.

' where such parts are generally'similar in function I have used primed reference characters. In Fig. 8 I have omitted the engine, main clutch, and all of the speed ratio transmission controlling de vices with the exception of one of these devices and the mechanism associated therewith. Thus, in Fig. 8 the third speed controlling device 24 is will build up in cylinder I14 from the operation of pump I6I. This causes the piston I15 to movemounted on the pump driving shaft I641 .pump I6I is adapted to draw a supply of oil from illustrated together with the same operating mechanism. as was previously described in connection with the third speed controlling device.

Furthermore, the same adjustable lever D is employed and is adapted for preselected manual adjustment for controlling the various speed ratio devices. In Fig. 8 the power means for actuating the leverDis illustrated in the form of a spring I I3 corresponding in function and structure with the aforesaid spring H3, and the power operating -mea.ns for releasing the lever D and the controlling devices consists of a. hydraulically operated mechanism.

In Fig. 8 the shaft II 5 is axially movable. in suitable guides, one of which is shown at' I59,

and-the collar, H9 is securely fixed. to shaft H5 by a transverse pin I60.

Driven from a shaft I9, which preferably corresponds to the aforesaidshaft I9 but which may correspond to the aforesaid shaft I1, is a pumpv I6 I. The pump I6I is diagrammatically portrayed and may be of any suitable type, this pump being driven from'a gear I62 carried by shaft I9, this gear meshing with a driven gear I63 The the reservoir or sump I65, this reservoir being also illustrated in Figs. 1 and 3 for storing a suitable lubricant used in Fig. l to lubricate. the movvance of. adjusting movement thereof,

ing parts of the transmission gearing. In Fig.

8 the oil under pressure from pump I6I is delivered through a conduit I66 to a valve cylinder I61. This cylinder slidably receives a valve I68 having a passage I69 positioned in Fig. 8 to establish communication between the delivery conduit I66 and a. return conduit I10 which. leads back to the reservoir I65 as indicated by the dottedlines. The valve IE8 is adjusted through'linkage I1I pivotally connected at I12 with the same pedal I31 as aforesaid. I s

Branched from the delivery conduit I66 is a branch conduit I13 opening to a pressure cylinder I14 slidably receiving a piston I15 which is connected to the forwardly extending end of the shaft 5'. S I

In operation of the Fig. 8 embodiment, the pedal I31 has just been released from a depressed condition so as to move the valve 'I681to establish communication between the pressure conduit I66 and the return conduit I111. In such ,position of the valve, the fluid pressure will be relieved in the cylinder I14 and spring II3v will then actuate the shaft I I5 forwardly so as to swingthe lever D about it's pivot 86 to push the terminal which -may be aligned with thelever so 'as to apply the corresponding braking device of the transmission When a'change in the gear ratio is desired, the vehicle driv-er manipulates the aforesaid selector arm 81 and, when the pedal I31 is depressed, the valve I68 is moved rearwardly so as to close communication between conduits I66 and I10 whereupon the pressure rearwardly in cylinder I", the shaft II5 also moving rearwardly' to unload the spring 3' from the lever D. The lever D is then free to adjust itself onthe pivoting supporting shaft 15 so as to register the'lever with another of the push rods leading to another of the transmission controlling devices, and when the pedal I31 is released the conduits I66 and I15 will again be in communication and spring II 3 will then act to swing the'lever D in its operating stroke. The

mission system of Fig. 8.is adaptedfor operation in a manner corresponding to that previously described in connection with the Fig. 1 embodiment.

Various modifications and changes will be readily apparent from the teachings of my invention, as set forth in the appended claims, and it is not my intention to limit my invention to the particular details of construction and operation shown and described for illustrative purposes.

What I claim is:

1. In a motor vehicle transmission having a plurality of speed ratio controlling devices, means operably associated with each of said controlling devices for actuating said devices, an adjustable operating element adapted for selective )perative'v connection with said actuating means for said controlling devices, manually operated means for yieldingly urging said operating element selectively to its positions of adjustment in ad- .power operating means for alternately actuating and releasing saidpperating element.

2. In a motor vehicle transmission having a plurality of speed ratio controlling devices, means operably associated with each of said controlling devices for actuating said devices, 'an adjustable operating lever pivoted inter mediate its ends and having one end thereof adapted for selective operative connection with said actuating means for said controlling devices, manually operated means for selectively adjusting said lever, and power means forloading the other end of said lever.

3. In a motor vehicle planetary transmission having aplurality of speed ratio planetary gear trains and rotary controlling drums associated therewith, braking means for resisting rotation of each of said drums, means operably associated with ,each of. said braking means and adapted to actuate the respective braking means,

adjustable operating means adapted for selective operative connection with said actuating means, manually operated means for selectively adjustingsaid adjustable means, and power operating means adapted for operation by the vehicle. driving motor for actuating said adjustable means.

4. In a motor vehicle planetary transmission having a plurality of speed ratio planetary gear trains and rotary controlling drums associated therewith, braking means'for resisting rotation of each of said drums, means operably associatedwit each of said braking means and adaptedto actuate the respective braking means,

adjustable operating means adapted for selective operative connection with said actuating means, manually operated means for yieldingly urging said adjustable means selectively to its positions of adjustment in advance of adjusting movement .thereof, and power operating means for alternately actuating and releasing said adjustable means.

5. In a motor vehicle planetary transmission having a plurality of, speed ratio planetary gear trains and rotary controlling drums associated therewith, braking means for resistingrotation of each of said drums, means operably associated with each of said braking'means and adapted to actuate the respective braking means,

an adjustable operating element adapted for selective operative connection with said actuating means, manuallyoperated means for yieldingly urging said operating element selectively to its and positions of adjustment in advance of adjusting movement thereof, and,power operating means for alternately actuating and releasing said operating element. \J I 6. In a motor vehicle planetary transmission having a plurality of speedratio planetary gear trains and rotary controlling drums associated therewith, braking means for resisting rotation of each of said drums, means operably associated with each of said braking means and,

adapted to actuate the respective braking means, an adjustable operating lever pivoted intermediate its ends and having one end there of adapted for selective operative connection with' spectively connected to said shafts and project-;

ing laterally therefrom, p'ower operating means for actuating said levers to rotate said'shafts, and manually operated means for selectively controlling operation of said braking'means by said power means.

8. In' an engine driven vehicle power transmission having a plurality of speed ratio controlling devices, a shaft driven by said engine, means operably. associated with each of said controlling devices for actuating said devices, adjustable operating means adapted for seiective operative connection with said actuating means for said controllng devices, manually operated means for s ectively adjusting said adjustable operating means, said adjustable operating means being adapted for further actuation alternately in substantially opposite directions to respectively release and to actuate said controlling devices, means for actuating said adjustable operating means in one of said directions, and means for clutching said shaft with said adjustable operating means for actuat ing said adjustable operating means in the other of said directions. I y

9. In an engine driven vehicle power transmission having a plurality of speed ratio controlling devices, a shaft driven by said engine, means operably associated with each of said controlling devices for actuating said devices, adjustable operating means adapted for selective operative connection with said actuating means for said controlling devices, manually operated means for selectively adjusting said adjustable operating means; said adjustable operating means being adapted for fumher actuation alternately in substantially opposite directions to respectively release and to actuate said controlling devices, means for actuating said adjustable ope' atin'g means in one of said directions to rezfaase said controlling devices, and means for utching'said'shaft with said adjustable operating means for actuating said adjustable operating means in the a other of said directions to selectively actuate said controlling devices.

. '10. In an engine driven vehicle power transmission having a plurality of speed ratio controlling devices, a shaft driven by said engine, means operably associated with each of said controlling devices for actuating said devices, adjustable operating means adapted for selective operative connection with said actuating means for said controlling devices, manually operated means for selectively adjusting said adjustable operating means being adapted for further actuation alternately in substantially oppositedirections to respectively release and to actuate said controlling 10 devices, means for actuating said adjustabie operating means in one of said directions, and means for clutching said shaft with said adjustable operating means for actuating said adjustable operatlng means'in the other of said directions, said manually operated means including yielding means urging said adjustabie operating means selectively to its positions of adjustment in ad vance of adjusting movement thereof, said yielding means acting to adjust said adjustable operating means in response to said releasing actuation thereof.

11'. In a motor vehicle planetary transmission having a speed ratio rotary controlling drum,

braking means associated with said drum for re- 'sisting rotation thereof, said braking means including a band substantially surrounding said, drum to provide opposite ends thereof positioned substantially adjacent each other, a shaft having oppositely threaded portions thereof respectively threadedly engaging said band ends whereby, to

expand and contractsaid band in response to alternate rotation of said shaft in opposite directions, a lever projecting from said shaft, a rod having one end thereof connected to said shaft and having its other end spaced from said lever in a direction substantially longitudinally of the drum axis, a spring acting on said rod for yield- I ingly urging the rod to rotate said shaft in cneof its directions to expand said bandja control lever, 40

means for pivotally supporting said control lever intermediate its ends for swinging movementfin two'directions, means adapted for manual operation for. swinging said control lever in one of said directions to selectively engage and disengagewne 5 end thereof with said spaced rod end, said control lever having its other end provided with a slot, a

second shaft extending through said lever slot, a" second spring surrounding said shaft and adapted 0 load said slotted lever end for'swinging said v ontrol lever in, the other of said directions to actuate said rod and thereby contract said band, and power operated means adapted to compress .said second spring and thereby unload said con-.

trol lever.

- 12. -In a motor vehicle transmission having a plurality of speed ratio planetary gear trains and rotary controlling elements associated therewith, braking means for resisting-rotation of eachcf said rotary elements, means operably associated. u

' trolled means for selectively adjusting said lever,

and power means adapted to act on said lever for transmitting'braking force therethrough to operate said lever in its positions of selective adjustment.

13.,In a motor vehicle transmission having a plurality of speed ratio controlling devices, means operably associated with each of said controlling devices for actuating said devices, an adjustable operating element adapted for selectively adjust- 7 able operable connection with said actuating means for said controlling devices, manually/controlled selector means adapted to exercisea selecting influence on said operating element in advance or selective adjustment thereof, andmanually controlled means for operating said element under power in its positions of selective adjustment, said manually controlled selector means acting to selectively adjust said operating element in response torelease of said operating element from the operating force of said power operating means,

14. In a motor'vehicle transmission having a plurality of speed ratio planetary gear trains and rotary controlling elements associated therewith, braking means for resistingrotation of each of said rotary elements, means operably associated with each of said braking means and adapted to actuate the respective braking means, an adjustable operating element adapted for selectively adjustable operable connection with said actuating means for said braking means, manually controlled selector means adapted to exercise a selecting influence on said operating element in advance of selective adjustment thereof, and

power. means for operating said element in its positions of selective adjustment for transmitting braking force therethrough, said manually controlled selector means acting to selectively adjust said operating-element in response to release of said operating element from the brake operating force of said power means.

15. In a motor vehicle transmission having a plurality of speed ratio planetary gear trains and rotary controlling elements associated therewith, braking means for resisting rotation of each of said rotary elements, means operably associated with each of said braking means and adapted to actuate the respective braking means, an adjustable operating element adapted for selective operative connection to said brake actuating means, a manually adjustable selector member, yielding connecting means between said selector member and said operating element adapted upon adjustment of said selector member to yieldingly urge selective adjustment of said operating element in advance of adjusting movement thereof, and power operating means adapted to apply braking force to said operating element whereby to selectively operate said braking means.

16. In an engine driven vehicle transmission having a plurality of speed ratio controlling devices, a shaft adapted to be driven by the engine,

means operably associated with each of said controlling devices for actuating said devices, an adjustable operating member adapted for selective operative connection with said actuating means for said controlling devices; manually controlled means for adjusting said adjustable operating member to provide said selective operative connections, and means driven from said shaft for operating said adjustable operating member in said positions of selective adjustment thereof.

17. In an engine driven vehicle transmission of the planetary gear type having a plurality of rotary speed ratio controlling elements, brake means for each of said rotary elements, means for actuating each of said brake means, an adjust:

1 able operating member adapted for selective operating member in said positions of selective adjustment thereof.

18. In a motor vehicle transmission having a plurality of speed ratio planetary gear trains and rotary controlling elements associated therewith, braking means for resisting rotation of each 01 said rotary elements, means operably associated with each of said braking means and adapted to actuate the respective braking means, an adjustable operating element adapted to apply braking force in positions of selective adjustment thereof to said actuating means for said braking means, means for pivotally mounting said element on a stationary part of the transmission for swinging movement about a pair of separate axes disposed generally transverselyto each other, manually controlled means for selectively adjusting said operating element about one of said axes, and means for operating said element in its said positions of selective adjustment in successive movements about the other of said axes for alternately applying and releasing braking force at said braking means, said operating means includ ing fluid pressure applying means adapted to operate said element for at least one of its said successive movements.

19. In a motor vehicle transmission having a plurality of speed ratio planetary gear trains and rotary controlling elements associated therewith, braking means for resisting rotation of each of said rotary elements, means operably associated with each of said braking means and adapted to ing fluid pressure applying means adapted to operate said element in said movement of braking force release. I 20. In a motor vehicle transmission having a plurality of speed ratio planetary gear trains and rotary controlling elements associated therewith, braking means for resisting rotation of each or said rotary elements, means operably associated with each of said braking means and adapted to actuate the respective braking means, an adjustable operating element adapted to apply braking i'orce in positions of selective adjustment thereof to said actuating means for said braking means, manually controlled means for selectively adjusting said operating element, and means for oper-. ating said element in its said positions of selective adjustment in successive movements for alter,- nately applying and releasing braking force at said braking means, said operating means including a piston operably connected to said operating element to operate said element for at least one of its said successive movements, a cylinder for said piston, a pump for supplying fluid under pressure to said cylinder, and valving means controlling the supply of said fluid to said cylinder.

21. In a motor vehicle transmission having a plurality of speed ratio planetary gear trains and rotary controlling elements associated therewith, braking means for resisting rotation of each of said rotary elements, means operably associated with each of said braking means and adapted to actuate the respective braking means, an adjustable operating element adapted to apply braking force in positions of selective adjustment thereof to said actuating means for said braking means, manually controlled means for selectively adjusting said operating element, and means for operating said element in its said positions of selective adjustment in successive movements for alternately applying and releasing braking-force at said braking means, said operating means including fluid pressure applying means adapted to operate said element for one of said successive movements and a spring adapted to operate said element for the other of said successive movements. L 22. In a motor vehicle transmission having a plurality of speed ratio planetary gear trains and rotary controlling elements associated therewith, braking means for resisting rotation of each of said rotary elements, means operably associated with each of said braking means and adapted to actuate the respective braking means, an adjustable operating element adapted to apply braking force in positions of selective adjustment thereof to said actuating means for said braking means, manually controlled means for selectively adjusting said operating element, means for opcrating-said element in its said positions of selective adjustment in successive movements for alternately applying and releasing braking force at said braking means, said operating means including a piston operably connected to said operating element to operate said element for one of its said successive movements, a cylinder for said piston, a pump for supplying fluid under pressure to said cylinder, valving means controlling the supply of said fluid to said cylinder, and a spring adapted to operate said element for the other of said successive movements.

23. In an engine driven vehicle transmission of the planetary gear type having a plurality of rotary speed ratio controlling elements, brake means for each of said rotary elements, means for actuating each of said brake means, an adjustable operating member adapted for selective operative. connection with said brake actuating means for said brake means, manually controlled means for adjusting said adjustable operating member to provide said selective operative connections, means driven from said shaft for transmitting braking force to said adjustable operating member in said positions of selective adjustment thereof, and manually controlled clutch means for controlling the drive from said shaft to said shaft driven means.

24. In a motor vehicle transmission having a plurality of speed ratio planetary gear trains and rotary controlling elements associated therewith, braking means for resisting rotation of each of said rotary elements, means operably associated with each of said braking means and adapted to actuate the respective braking means, an adjustable operating element adapted to apply braking force in positions of selective adjustment thereof to said actuating means for said braking means, means for pivotally mounting said element on a stationary part of the transmission for swinging movement about a pair of separate axes disposed generally transversely to each other, means for selectively adjusting said operating element about one of said axes, and means for operating said element in its said positions of selective adjustment in successive movements about the other of said axes for alternately applying and releasing braking force at said braking means, said operating means including fluid pressure applying means adapted to operate said element for at least one of its said successive movements.

25. In a motor vehicle transmission having a plurality of speed ratio planetary gear trains and rotarv controlling elements associated therewith, braking means for resisting rotation of each of said, rotary elements, means operably associated with each of said braking means and adapted to actuate the respective braking means, said actuating means including a lever projecting outwardly from each of said rotary elements, a rod operably connected at one end thereof to each of said levers, said rods having their other ends grouped adjacent each other, an adjustable common operating lever adapted for selectively adjustable operable connection with said grouped rod ends, means for selectively adjusting said common lever, and power meansadapted to act on said common lever for transmitting braking force therethrough to operate said lever in its positions of selective adjustment.

26.- In an engine driven vehicle transmission having a plurality of speed ratio brake controlling devices, a shaft adapted to be driven by the engine, brake operating means for selectively operating said brake controlling devices, manually operable means for controlling the selective operation of said brake operating means, and means for drivingly coupling said shaft with said brake operating means for operating the latter under power.

HERBERT F. PATTERSON. 

